Author Archives: Annick Roetynck

About Annick Roetynck

Annick is the Manager of LEVA-EU, with decades of experience in two-wheeled and light electric mobility.

• Big majority in cities want mayors to prioritise clean transport, greenery and better air quality

  04/06/2021 09:34 Comments Off on Big majority in cities want mayors to prioritise clean transport, greenery and better air quality

  Source: CleanCities Campaign, May 2021 – Months of pandemic restrictions have triggered a major shift in public expectations for urban space and commuting. Europeans are crying out for a fairer share of public space for public transport, cyclists, and pedestrians, according to the online survey of 10,050 residents in 15 European cities polled by YouGov. The survey was commissioned by the Clean Cities Campaign, a new European movement with the aim of encouraging cities to transition to zero-emission transport by 2030.

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  More than eight out of 10 residents (82%) crave more green space and greenery in their cities.

  

  Two-thirds (66%) support more space for walking and 60% back allocating more room for public transport. Demand for sustainable mobility is even stronger among city dwellers who have suffered from Covid-19. Of those who had been infected or had a person close to them infected, 83% ask for more green space (compared to 76% of those who don’t know anyone who has been infected) and more space for walking (69% vs. 63%).

  Air pollution in cities, of which road transport is one of the main causes, is likely to be linked to higher mortality related to Covid and is also the number one cause of premature death from environmental factors. Questioned online in March, seven in 10 of respondents (71%) in the 15 European cities surveyed told YouGov they want their mayors to do more to protect them from air pollution. Demand for mayors to act was particularly strong in Milan (84%) and Warsaw (84%).

  Mayors should concentrate most on promoting public transport, walking and more green space, the survey of city dwellers shows. Public transport ranks particularly high in Rome (85%) and Madrid (77%), while making cities more pedestrian-friendly cities is the top priority for those living in Birmingham (72%) and London (70%).

  When it comes to cars, two-thirds (67%) of the public in all surveyed cities want to see pollution from road traffic come down, while the majority stated that after 2030 only emission-free cars should be allowed to be driven in their cities. Support for emission-free cars is particularly strong in Rome (72%), Milan (71%), and Budapest (68%), cities that suffer from high levels of air pollution.

  Clean Cities Campaign Director Barbara Stoll said: “Citizens are sick of breathing dirty air and want mayors to put them first, not cars. We’re at a make-or-break moment as countries are gearing up to spend billions of euros of green recovery funds. This cash could be a game-changer for urban mobility by radically reshaping how we get around. Public opinion should be a North Star for decision-makers to make cities more livable and sustainable”.

  The YouGov online survey comes as governments are preparing to spend nearly €700 billion in EU Covid recovery funds, of which 37% is earmarked for climate-related measures, including sustainable urban mobility.

• New Traffic Rules for E-Scooters in Poland

  31/05/2021 16:52 Comments Off on New Traffic Rules for E-Scooters in Poland

  Source: Smartride – New traffic rules in Poland for electric scooters and other PLEV’sn apply since 20 May 2021. This publication is part of the process to legalize PLEVs in Poland. However, the legislative procedure on technical requirements is still in progress.

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  According to the Polish traffic code electric scooters are propelled electrically, have 2 axles, with steering , without saddle or pedals and designed to be driven only by the rider, who must use both hands to steer the electric scooter.

  Adults are allowed to ride electric scooters without any driving license. Minors which are older than 10 years, must acquire a cycling card or an appropirate driving license:

  • Cycling cards are available for > 10 years and are free of charge
  • Driving license
    • AM, moped > 14 years or
    • A1, motorcycles max. 125 cm3 > 16 years

  Minors younger than 10 years are forbidden to ride an electric scooter with one exception: riding in a residential area is allowed when they are accompanied by an adult.

  Electric scooters must use cycling infrastructure if this is available and ride max. 20 km/h. If there is no cycling infrastructure on a road with a speed limit of 30 km/h, electric scooters may use the road and are also limited to ride max. 20 km/h. Electric scooters may use pavements, but need to give priority to pedestrians and go at a speed comparable to that of the pedestrians.

  Electric scooters may be parked on pavements in designed places or at the sides if the pavements are wider than 1,5 meters. At the side means, as close as possible to the side of the road, a house, a tree etc.

  What is forbidden?

  • riding under influence of drugs/alcohol
  • transport other persons or cargo
  • ride side by side with other road users
  • towing e-scooters

  Photo credits: Segway-Ninebot

• Launch of London’s First Non-Commercial Cargo Bike Policy Report

  16:47 Comments Off on Launch of London’s First Non-Commercial Cargo Bike Policy Report

  May 2021, Fare City. A London-based city transport think tank, have launched their policy report ‘Sharing the Load’ which specifically examines non-commercial cargo bike use in London.

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  The publication of the report comes at a time when the UK capital and other global cities contend with the climate crisis, the COVID-19 pandemic, and a discernible shift towards more sustainable lifestyles, all of which have encouraged both city users and city authorities to reconsider urban mobility.

  The report considers the attitudes, experiences, and motivations of cargo bike users within the context of the capital’s urban environment and transport policy landscape. It concludes by making three policy recommendations for how non-commercial uptake could be increased.

  In determining what will either promote or prevent greater non-commercial cargo bike use in London, six key metrics were analysed, and a range of insights was subsequently gained. Those interviewed reported that cost, commitment, and secure home parking were key barriers that dissuaded many potential users from purchasing a cargo bike, while the ability to try a cargo bike for an extended period was strongly supported.

  The report additionally found that there is still too much public ambiguity as to what cargo bikes are, while the barriers to cycling more generally need to be lowered to build a broader and deeper base of experienced cyclists who may then be more likely to consider using a cargo bike.

  Charles Critchell, Managing Director of Fare City, said: “The cargo bike is increasingly becoming the tool of choice for many Londoners in addressing, commercial, communal, and non-commercial mobility needs. However, despite recent gains, much more needs to be done to both raise the profile of cargo bikes and ensure that the mode is truly accessible for all Londoners. This report provides an overview of the sector in London, while signposting how cargo bikes can play a bigger role in the decade ahead.”

  Dr Rachel Aldred, Professor of Transport, University of Westminster, said: “I’m very pleased to see the growing recognition that cargo bikes and other non-standard cycles are getting as an important part of sustainable mobility systems. Cargo bikes can potentially be transformative for a range of uses, from last-mile logistics to travelling with small children. The findings and recommendations of the report will be useful for planners and policy-makers thinking ‘beyond the bicycle’ to the role a range of human-powered vehicles can play in transforming our cities.”

  Photo credits: HNF Nicolai

• TRL-study: LEVA-EU pleased but not fully satisfied

  16:42 Comments Off on TRL-study: LEVA-EU pleased but not fully satisfied

  LEVA-EU has fully analysed the TRL-study on Personal Mobility Devices for the European Commission. The trade association is extremely pleased with TRL’s conclusion that dedicated legislation for LEVs is the best way forward. However, LEVA-EU is not as pleased with some of the finer details of the study.

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  Regulation 168/2013 on the approval and market surveillance of 2- or 3-wheel vehicles and quadricycles is the core of technical legislation and categorization of light electric vehicles (LEVs).

  These are either included in the scope of the legislation. That is for instance the case for electric cargocycles with more than 250W or for speed pedelecs. Or, they come under one of the exclusions listed in Article 2.2 of the Regulation. That is for instance the case for EPACs, i.e. electric bikes with pedal assistance up to 250W and 25 km/h, but also for e-scooters, self-balancing vehicles, etc.

  If they are excluded from Regulation 168/2013, the vehicles come under the Machinery Directive. This opens the possibility of developing harmonized standards, which offer presumption of conformity. If your vehicle complies with the standard, it is presumed to be in conformity with the Machinery Directive.

  So far, there is only one harmonized standard for LEVs, i.e. EN 15194:2017. The EN 17128:2020 for vehicles without a seat and self-balancing vehicles has not been harmonized.

  Two major legal problems

  Current legislation for LEVs poses two major problems. First, the legislation has not been specifically written for LEVs and is therefore not adequate. This results in very serious legal bottlenecks, which obstruct market development. One of the worst affected vehicle categories is L1e-A “Powered Cycles”, i.e. electric cycles with a maximum speed of 25 km/h and maximum 1 kW. As a result, virtually no vehicles have been type-approved in L1e-A

  Second major problem is that inclusion in Regulation 168/2013 results in national rules that are particularly restrictive and hindering, since they have been developed for vehicle concepts, which are quite different from LEVs. The worst example is the categorization of speed pedelecs as mopeds. Consequently, in most member states they are subject to moped terms of use that seriously hinder the use of speed pedelecs, thus the market development.

  Commission acknowledges problems

  Vehicles excluded from Regulation 168/2013 are for their use completely dependant on national rules. Some member states for instance do not allow the use of e-scooters on public roads. On the other hand, all member states have granted EPACs the same status as conventional bicycles, which allowed the market to prosper.

  As the market is growing, the European Commission is beginning to acknowledge that there are problems. In April, the Commission has proposed to exclude all vehicles from the Machinery Directive. With that however, the Commission has not yet made any statements as to where these excluded vehicles should be housed instead. It appears this decision is left to the Commission department responsible for Regulation 168/2013.  

  5 regulatory options

  Last year, that department has commissioned TRL to conduct a study into so-called “Personal Mobility Devices” (PMDs). This term covers standing and seated e-scooters, EPACs, L1e-A Powered Cycles, cycles designed to pedal in L1e-B (speed pedelecs), electric cargocycles, self-balancing vehicles, e-hoverboards, e-monowheels and e-skateboards.

  The study had 5 objectives:
  1) to provide a PMD-inventory
  2) to provide a detailed analysis of the market and of the influence of existing legislation at EU and national level
  3) to collect and evaluate data on PMD-accidents
  4) to assess current use and safety aspects of PMDs not covered by Regulation 168/2013
  5) to provide recommendations on technical requirements and traffic rules

  The most important element of the study consisted of the 5 regulatory options, which TRL formulated:

  1. Include all PMDs within the scope of Regulation (EU) No 168/2013,
  2. Exclude from the scope of Regulation (EU) No 168/2013 any PMD with a maximum speed less than 25km/h,
  3. Exclude from the scope of Regulation (EU) No 168/2013 any PMD with a maximum speed less than 30km/h,
  4. Exclude from the scope of Regulation (EU) No 168/2013 any PMD with a maximum motor power less than 1,000W, and
  5. Devise a dedicated system for the harmonised approval of PMDs that is separate from both Regulation (EU) No 168/2013 and the Machinery Directive.

  Preferred option

  TRL added a judgment to these options. Option 1 should be dismissed. Options 2, 3 and 4 would simplify the criteria for exclusion from Regulation 168/2013. This would open up possibilities for creating new types of PMDs. However, TRL points out that these options do not resolve the issue of harmonizing the rules for PMDs across Europe. Option 5 provides for technical regulation outside the Machinery Directive and Regulation 168/2013 and would, according to TRL, be tailored to the needs of the PMD industry. The system could include a variety of assessment methods, ranging from self-certification to independent testing. TRL concludes on option 5: “In our view this new system for the regulation and approval of PMDs would provide the flexibility necessary to support innovation in this rapidly evolving sector, while maintaining technical standards and road safety.”

  Option 5 itself does not hold any criteria for exclusion from Regulation 168/2013. TRL suggests that for this purpose, option 5 could be combined with option 2, 3 or 4. In their recommendations they take the matter a step further: they propose to exclude all vehicles up to 30 km/h from Regulation 168/2013. The proposal to increase the limit to 30 km/h is “to bring the speed of these vehicles in line with the speed limits now being used in many urban areas”.

  In line with LEVA-EU position

  TRL’s preferred option, i.e. dedicated LEV-legislation, is fully in line with LEVA-EU’s position as explained in our position paper. Such dedicated legislation offers many advantages that are essential to the development of the LEV-market. Just like Regulation 168/2013 does for conventional mopeds and motorcycles, a horizontal regulation with essential requirements for all LEVs can provide for an automatic right for vehicles to be placed on the market. This would prevent Member States from denying vehicles that comply with the Regulation access to public roads.

  Second important advantage is that such a horizontal Regulation will force Member States to think carefully about categorization of vehicles. It will no longer be possible to bury them in unadapted categories, as is the case now, for example with L1e-A vehicles and speed pedelecs in the moped category.

  The Member States will also be forced to think about the terms of use for LEVs. LEVA-EU believes that the Commission must play a proactive role in this by encouraging the Member States to exchange experience and of best practice. In this framework, the Commission could for instance initiate an LEV observatory. This observatory could monitor market developments and analyse how regulations in the Member States influence that development.

  And last but not least, dedicated legislation will curb the growing tendency of Member States to develop their own, national, technical requirements. This will allow the LEV-sector to return to the basic principle of the single market in which manufacturers can supply the whole of the EU with one and the same vehicle. This, in turn, creates the possibility to organize structural consultation with the LEV-sector on that technical legislation. Today, the national requirements developed by Member States are too often resulting from guesswork.

  Repurpose L1e-A

  Whilst LEVA-EU fully supports TRL’s preferred option for dedicated legislation, we find their additional proposals unacceptable and illogical. In their recommendations, they propose to only exclude vehicles up to 30 km/h from Regulation 168/2013. For vehicles with a higher speed limit, such as speed pedelecs, TRL suggests to repurpose category L1e-A. In this category the speed limit should be raised to 45 km/h, whilst the power limit of 1,000 W could be retained.

  TRL adds: “The revision of this category would provide for mechanism by which cycles designed to pedal could be regulated separately from mopeds. This would allow special consideration to be given to the standards and tests that need to be applied to these vehicles without inadvertently interfering with the arrangements in place for mopeds. Moving cycles designed to pedal into L1e-A would also permit manufacturers to design three and four wheeled cycles designed to pedal, which are currently not permitted under L1e-B, thus creating a sub-category that would be highly suitable for pedal assisted cargo tricycles and quadricycles.”

  Under the heading “Important findings and recommendations”, TRL states the following on type-approval: “It should be noted that for pedal cycle derived vehicles different frame sizes of the same model and men’s and ladies’ versions of the same model are treated as separate types for type approval purposes. Thus, the overall cost of getting one model of bicycle approved may be some multiple of that figure. However, the costs of type approval do not add significantly to the overall purchase price to the consumer – one manufacturer estimated that type approval added only €8 per vehicle sold. More important than the economic cost of the process was the incompatibility of the business model of many PMD manufacturers and importers who have a short design cycle, often releasing new models every year and a diversified supply chain that has been developed to ensure resilience and redundancy so that component availability never stops production. This approach is fundamentally at odds with the type-approval system which requires design-freeze at the point of assessment and robust conformity of production throughout the product’s lifecycle. Clearly some middle ground needs to be found that ensures the safety and environmental sustainability of PMDs while acknowledging the differences in business approach between the PMD and automotive industries. An approach that is proportional to the level of risk resulting from potential technical failures should be devised.”

  The issue of type-approval

  We find it utterly illogical for TRL to conclude one thing for EPACs and something completely different for current L1e-A vehicles and cycles designed to pedal up to 45 km/h, such as speed pedelecs. All the above is equally valid for all those “pedal cycle derived vehicles”, which are now in type-approval.

  The issue of the type-approval system is mainly to do with the fact that conventional mopeds and motorcycles are made up of components that are specifically designed for these vehicles and “pedal cycle derived vehicles” not. These are assemblies for components that may be used in different types of vehicles both in and out of type-approval. This shows that the TRL-study fails to meet one of the 5 predefined objectives: to provide a detailed analysis of the of the influence of existing legislation at EU level. The report does not say a word about the technical inappropriateness and inaccuracy of type-approval for light, electric vehicles. The proposal for repurposing L1e-A is therefore fundamentally unfounded. All arguments to set up dedicated legislation for LEVs up to 30 km/h are equally as valid for LEVs up to 50 km/h. LEVA-EU will continue to work for this.

  Factor 4

  One last important footnote: TRL proposes to get rid of assistance factor 4, should L1e-A be repurposed for vehicles up to 45 km/h and 1,000 W. That power limit “would provide sufficient differentiation from L1e-B.” To LEVA-EU this means exchanging one superfluous obstacle for another. The fact that TRL fails to acknowledge the huge damage caused to the LEV-sector by clinging to maximum continuous rated power limits is further proof of the fact that their analysis of the influence of existing legislation is failing.

  Finally, we hope that the European Commission will read the latest edition of “Science for Environment Policy”. A study on material efficiency strategies concludes: “the current demand level of personal motorized transport is compatible with ambitious climate targets only under two major conditions: (1) consumers must switch to more energy- and material-efficient vehicles, for example, smaller or shared electrified vehicles, and (2) the energy used to charge these vehicles must be highly decarbonized.” They add that policy incentives will be required in order to nudge consumers toward more efficient behaviour. Specific LEV-legislation that allows the market to develop is one of those required policy incentives.

  Photo by Aaron Burden on Unsplash

• UK Government Extends Rental E-Scooter Trials

  08:41 Comments Off on UK Government Extends Rental E-Scooter Trials

  Source: Road Safety GB – The UK Government has extended its official trials of rental e-scooters until March 2022.

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  The trials, which got underway in July 2020, are designed to help the UK government assess the benefits of e-scooters and in particular their impact on public space, motor traffic, the environment and safety.

  They were fast-tracked in a bid to ease pressure on public transport during the Covid-19 pandemic.

  To date, approximately 50 towns and cities across the UK have launched e-scooter rental schemes, which were due to end in August this year.

  However, the decision has been made to extend the trials until March 2022, reports the RAC, in a bid to enable the UK government to gather the “most comprehensive evidence”.

  The extension means legislation on the use of rental e-scooters is now unlikely to come into effect until mid-2023, the RAC notes.

  The UK Department for Transport (DfT) said: “To ensure we get the most comprehensive evidence from trials, including those that have started more recently, the end date for trials has been extended to 31 March 2022.”

  Photo credits: Segway-Ninebot

• WES Bologna Appennino – First Italian Stage World E-MTB Series

  08:40 Comments Off on WES Bologna Appennino – First Italian Stage World E-MTB Series

  Source: REW Events – The world of electric bikes is experiencing an extraordinary expansion, as the latest technological advancements have made pedal assistance possible across all segments of the two-wheel market, from electric bicycles for urban mobility to electric mountain bikes born to tame the great mountain trails. It is exactly the latter category that is going to be in the spotlight at WES Bologna Appennino.

  Over 20 international teams and many e-bike manufacturers are on the starting grid. Among the big names will be Marco Aurelio Fontana, Jérôme Gilloux, Nathalie Schneitter, Sofia Wiedenroth, Mélanie Pugin and Kathrin Stirnemann.

  The event is taking place in Bologna city and the nearby Apennines on 5 / 6th June 2021.

  With the experience of the past two seasons, the WES 2021 circuit is ready to explode in all its energy thanks to a calendar that reconfirms the high competitive level of the participating bikers who will compete in the Olympic Cross Country format.

  The municipalities of Castiglione dei Pepoli and Camugnano will be the stage for the UCI electric cross country world championship. Between a walk in Bologna’s old town and an excursion in to the Parco Regionale dei Laghi di Suviana and Brasimone, everyone will be able to witness this electrifying competition.

• Examining the Impact of a Sustainable Electric Micromobility Approach in Europe

  28/05/2021 10:35 Comments Off on Examining the Impact of a Sustainable Electric Micromobility Approach in Europe

  Source: EIT InnoEnergy – This EIT report will examine the challenges facing electric micromobility today, point out possible solutions and present initial substantiated estimates on the huge impact potential of a sustainable and coherent micromobility approach in Europe. The data is based on assumptions gathered from the McKinsey report “Micromobility: Industry progress, and a closer look at the case of Munich” from November 2019 in addition to discussions and input from diverse industry.

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  Never-ending traffic jams, growing CO2 emissions and high particulate matter, excessive noise levels, and a lack of recreational space have become some of the most pressing issues for Europe’s cities. Still largely focused on the needs of (combustion engine) car drivers and reliant on outdated infrastructures, most cities’ transport systems have been unable to adequately address these important threats to the quality of life in our urban areas. It is also becoming clear that, as it stands, they will not be able to accommodate the expected roughly threefold increase in both passenger and freight ton kilometres travelled by 2050.

  One of the most recent developments in the urban mobility sector has been the rise of electric micromobility. Over the past two to three years, electric two- and three-wheelers have exploded onto the scene, with numbers increasing four times faster than similar bike sharing schemes. Still in its infancy, micromobility set out with high aspirations to solve some of our cities’ gravest problems – such as pollution and congestion – while creating a new, fun mode of moving people and goods. To date, it has not been able to live up to that promise. On the contrary, the hasty and unsustainable manner – both with respect to the technology and the business model – in which the vehicles were introduced to the market has created new problems.

  If these teething troubles are eliminated, electric micromobility can be a key element of a distributed, multimodal transit system using sustainable vehicles and business models – ultimately, leading to a highly positive overall impact on the quality of life in Europe’s cities. For this to happen, however, the growth of this sector must be supported and guided.

  Please find the report here.

  Photo credits: Vässla.

• New Book on Small Electric Vehicles: an International View on Light 3- and 4-Wheelers

  27/05/2021 16:11 Comments Off on New Book on Small Electric Vehicles: an International View on Light 3- and 4-Wheelers

  This edited open access book gives a comprehensive overview of small and lightweight electric three- and four-wheel vehicles with an international scope. The present status of small electric vehicle (SEV) technologies, the market situation and main hindering factors for market success as well as options to attain a higher market share including new mobility concepts are highlighted.

  An increased usage of SEVs can have different impacts which are highlighted in the book in regard to sustainable transport, congestion, electric grid and transport-related potentials. To underline the effects these vehicles can have in urban areas or rural areas, several case studies are presented covering outcomes of pilot projects and studies in Europe.

  A study of the operation and usage in the Global South extends the scope to a global scale. Furthermore, several concept studies and vehicle concepts on the market give a more detailed overview and show the deployment in different applications.

  The book can be downloaded for free here: Small Electric Vehicles – An International View on Light Three- and Four-Wheelers | Amelie Ewert | Springerhttps://www.springer.com/in/book/9783030658427

  Annick Roetynck, LEVA-EU Manager, was one of the reviewers.

• 4,000 fewer people lost their lives on EU roads in 2020

  21/05/2021 17:40 Comments Off on 4,000 fewer people lost their lives on EU roads in 2020

  Source: European Commission, April 2021 – The European Commission published preliminary figures on road fatalities for 2020. An estimated 18,800 people were killed in a road crash last year, an unprecedented annual fall of 17% on 2019. This means almost 4,000 fewer people lost their lives on EU roads in 2020 compared to 2019. Lower traffic volumes, as the result of the Covid-19 pandemic, had a clear, though unmeasurable, impact on the number of road fatalities.

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  Commissioner for Transport Adina Vălean said: “With almost 4,000 fewer deaths on EU roads in 2020, compared to 2019, our roads remain the safest in the world. Still, we are behind our target for the last decade and joint action is needed to prevent a return to pre-COVID levels. In our Sustainable and Smart Mobility Strategy, we have reiterated our commitment to implementing the EU road safety strategy and bringing down the death toll for all modes of transport close to zero.”

  EU’s roads by far the safest in the world

  Over the previous decade between 2010 and 2020, the number of road deaths dropped by 36%. This was short of the target of 50% fewer deaths that had been set for that decade. However, with 42 road deaths per 1 million inhabitants, the EU remains the continent with the safest roads in the world. As a comparison, the world average lies at more than 180.

  Based on preliminary figures, 18 Member States registered their lowest ever number of road fatalities in 2020. EU-wide, deaths fell by an average of 17% compared to 2019 though the reduction was far from uniform with the largest decreases (of 20% or more) occurring in Belgium, Bulgaria, Denmark, Spain, France, Croatia, Italy, Hungary, Malta and Slovenia. In contrast, five Member States (Estonia, Ireland, Latvia, Luxembourg and Finland) recorded an increase in fatalities although the number in small countries tends to fluctuate from year to year.

  Over a longer timeline, the number of deaths on Europe’s roads fell by 36% between 2010 and 2020, below the EU target of 50%. Only Greece (54%) exceeded the target followed by Croatia (44%), Spain (44%), Portugal (43%), Italy (42%) and Slovenia (42%). In total, nine Member States recorded falls of 40% or more.

  While the unprecedented developments in 2020 led to some changes in the ranking of countries’ fatality rates, the safest roads remain in Sweden (18 million) while Romania (85/million) reported the highest rate in 2020. The EU average was 42/million.

  Impact of the pandemic hard to measure

  Lower traffic volumes, as the result of the Covid-19 pandemic, had a clear, though unmeasurable, impact on the number of road fatalities. However, preliminary data in the US, for example, show that fatalities spiked in 2020 in spite of lower traffic volumes. Indeed, evidence in some EU countries also points to an increase in risk-taking behaviour, in particular speeding, during lockdown periods.

  Impact on urban mobility as a result of Covid-19

  Cycling has experienced a significant rise in popularity and many cities around the world (temporarily) reallocated road space to cyclists and pedestrians. This encouraging development can have a significant positive impact on air quality and climate change and at the same time creates new road safety challenges.

  EU-wide, around 70% of road fatalities in urban areas involve vulnerable road users which includes pedestrians, motorcyclist and cyclists. Tackling road safety in cities is therefore a key area of focus and the Commission wants to ensure that road safety is taken into account at all stages of urban mobility planning. Road Safety will be an important element of the new Urban Mobility Initiative to be brought forward by the Commission later this year. In this regard, two European capitals, Helsinki and Oslo, achieved the milestone of zero pedestrian and cyclist deaths in 2019, citing speed reductions as essential to progress.

  Photo by Robert Ruggiero on Unsplash